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WO2024126232A1 - Système automatisé d'entreposage et de récupération comprenant des barrières verrouillables pour le transfert sûr de personnes dans un véhicule de transport sur une grille sous tension, et procédé associé - Google Patents

Système automatisé d'entreposage et de récupération comprenant des barrières verrouillables pour le transfert sûr de personnes dans un véhicule de transport sur une grille sous tension, et procédé associé Download PDF

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Publication number
WO2024126232A1
WO2024126232A1 PCT/EP2023/084618 EP2023084618W WO2024126232A1 WO 2024126232 A1 WO2024126232 A1 WO 2024126232A1 EP 2023084618 W EP2023084618 W EP 2023084618W WO 2024126232 A1 WO2024126232 A1 WO 2024126232A1
Authority
WO
WIPO (PCT)
Prior art keywords
area
transport vehicle
barrier
automated storage
retrieval system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2023/084618
Other languages
English (en)
Inventor
HEGGEBØ Jørgen DJUVE
Geir Vikingstad
Kenneth MÜLLER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Autostore Technology AS
Original Assignee
Autostore Technology AS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Autostore Technology AS filed Critical Autostore Technology AS
Priority to EP23818499.8A priority Critical patent/EP4634085A1/fr
Priority to CN202380086268.9A priority patent/CN120359181A/zh
Publication of WO2024126232A1 publication Critical patent/WO2024126232A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G1/00—Storing articles, individually or in orderly arrangement, in warehouses or magazines
    • B65G1/02—Storage devices
    • B65G1/04—Storage devices mechanical
    • B65G1/0464—Storage devices mechanical with access from above
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B25—HAND TOOLS; PORTABLE POWER-DRIVEN TOOLS; MANIPULATORS
    • B25J—MANIPULATORS; CHAMBERS PROVIDED WITH MANIPULATION DEVICES
    • B25J9/00—Programme-controlled manipulators
    • B25J9/16—Programme controls
    • B25J9/1674—Programme controls characterised by safety, monitoring, diagnostic
    • B25J9/1676—Avoiding collision or forbidden zones
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G2207/00—Indexing codes relating to constructional details, configuration and additional features of a handling device, e.g. Conveyors
    • B65G2207/40—Safety features of loads, equipment or persons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G43/00—Control devices, e.g. for safety, warning or fault-correcting
    • B65G43/02—Control devices, e.g. for safety, warning or fault-correcting detecting dangerous physical condition of load carriers, e.g. for interrupting the drive in the event of overheating
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Programme-control systems
    • G05B19/02—Programme-control systems electric
    • G05B19/418—Total factory control, i.e. centrally controlling a plurality of machines, e.g. direct or distributed numerical control [DNC], flexible manufacturing systems [FMS], integrated manufacturing systems [IMS] or computer integrated manufacturing [CIM]
    • G05B19/4189—Total factory control, i.e. centrally controlling a plurality of machines, e.g. direct or distributed numerical control [DNC], flexible manufacturing systems [FMS], integrated manufacturing systems [IMS] or computer integrated manufacturing [CIM] characterised by the transport system
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Programme-control systems
    • G05B19/02—Programme-control systems electric
    • G05B19/418—Total factory control, i.e. centrally controlling a plurality of machines, e.g. direct or distributed numerical control [DNC], flexible manufacturing systems [FMS], integrated manufacturing systems [IMS] or computer integrated manufacturing [CIM]
    • G05B19/4189—Total factory control, i.e. centrally controlling a plurality of machines, e.g. direct or distributed numerical control [DNC], flexible manufacturing systems [FMS], integrated manufacturing systems [IMS] or computer integrated manufacturing [CIM] characterised by the transport system
    • G05B19/41895—Total factory control, i.e. centrally controlling a plurality of machines, e.g. direct or distributed numerical control [DNC], flexible manufacturing systems [FMS], integrated manufacturing systems [IMS] or computer integrated manufacturing [CIM] characterised by the transport system using automatic guided vehicles [AGV]

Definitions

  • the invention relates to an automated storage and retrieval system comprising a rail system comprising an operating area, a plurality of container handling vehicles operating on the rails of the rail system in the operating area, a transport vehicle movable on the rail system, the transport vehicle comprising an enclosure defining an enclosed first area for transporting a person within and comprising a lockable barrier for entry into the first area, and a second area partitioned from the operating area and comprising a lockable barrier configured to provide access for a person into the second area from the first area.
  • the invention provides for safe transfer of a person y into and exit from a transport vehicle on a live grid.
  • Fig. 1 discloses a prior art automated storage and retrieval system 1 with a frame structure 100 and Figs. 2, 3 and 4 disclose three different prior art container handling vehicles 201,301,401 suitable for operating on such a system 1.
  • the frame structure 100 comprises upright members 102 and a storage volume comprising storage columns 105 arranged in rows between the upright members 102.
  • storage columns 105 storage containers 106, also known as bins, are stacked one on top of one another to form stacks 107.
  • the members 102 may typically be made of metal, e.g. extruded aluminum profiles.
  • the frame structure 100 of the automated storage and retrieval system 1 comprises a rail system 108 arranged across the top of frame structure 100, on which rail system 108 a plurality of container handling vehicles 201,301 ,401 may be operated to raise storage containers 106 from, and lower storage containers 106 into, the storage columns 105, and also to transport the storage containers 106 above the storage columns 105.
  • the rail system 108 comprises a first set of parallel rails 110 arranged to guide movement of the container handling vehicles 201,301 ,401 in a first direction X across the top of the frame structure 100, and a second set of parallel rails 111 arranged perpendicular to the first set of parallel rails 110 to guide movement of the container handling vehicles 201,301,401 in a second direction Y which is perpendicular to the first direction X.
  • Containers 106 stored in the columns 105 are accessed by the container handling vehicles 201,301,401 through access openings 112 in the rail system 108.
  • the container handling vehicles 201,301 ,401 can move laterally above the storage columns 105, i.e. in a plane which is parallel to the horizontal X-Y plane.
  • the upright members 102 of the frame structure 100 may be used to guide the storage containers during raising of the containers out from and lowering of the containers into the columns 105.
  • the stacks 107 of containers 106 are typically self- supporting.
  • Each prior art container handling vehicle 201,301,401 comprises a vehicle body 201a, 301a, 401a and first and second sets of wheels 201b, 201c, 301b, 301c, 401b, 401c which enable the lateral movement of the container handling vehicles 201,301,401 in the X direction and in the Y direction, respectively.
  • the first set of wheels 201b, 301b, 401b is arranged to engage with two adjacent rails of the first set of parallel rails 110
  • the second set of wheels 201c, 301c, 401c is arranged to engage with two adjacent rails of the second set of parallel rails 111.
  • At least one of the sets of wheels 201b, 201c, 301b, 301c, 401b, 401c can be lifted and lowered, so that the first set of wheels 201b, 301b, 401b and/or the second set of wheels 201c, 301c, 401c can be engaged with the respective set of parallel rails 110, 111 at any one time.
  • Each prior art container handling vehicle 201,301 ,401 also comprises a lifting device for vertical transportation of storage containers 106, e.g. raising a storage container 106 from, and lowering a storage container 106 into, a storage column 105.
  • the lifting device comprises one or more gripping / engaging devices which are adapted to engage a storage container 106, and which gripping / engaging devices can be lowered from the vehicle 201,301 ,401 so that the position of the gripping / engaging devices with respect to the vehicle 201,301 ,401 can be adjusted in a third direction Z which is orthogonal the first direction X and the second direction Y. Parts of the gripping device of the container handling vehicles 301,401 are shown in Figs.
  • the gripping device of the container handling device 201 is located within the vehicle body 201a in Fig. 2 and is thus not shown.
  • the lifting device may comprise a lifting frame 404d suspended from lifting bands 404a.
  • the lifting bands 404a may provide power and communication between the container handling vehicle and the lifting frame 404d.
  • the lifting frame 404d may comprise gripping engaging devices/grippers 404b for connection to gripping recesses of a storage container 106.
  • Guide pins 404c assist in aligning the grippers 404b relative the gripping recesses of the storage container 106.
  • each storage column 105 can be identified by its X and Y coordinates.
  • the storage volume of the frame structure 100 has often been referred to as a grid 104, where the possible storage positions within this grid are referred to as storage cells.
  • Each storage column may be identified by a position in an X- and F-direction, while each storage cell may be identified by a container number in the X-, Y- and Z- direction.
  • Each prior art container handling vehicle 201,301,401 comprises a storage compartment or space for receiving and stowing a storage container 106 when transporting the storage container 106 across the rail system 108.
  • the storage space may comprise a cavity arranged internally within the vehicle body 201a, 401a as shown in Figs. 2 and 4 (showing a cavity-type container handling vehicles) and as described in e.g. WO2015/193278A1 and WO2019/206488A1, the contents of which are incorporated herein by reference.
  • FIG. 3 shows an alternative configuration of a container handling vehicle 301 with a cantilever construction (referred to as a cantilever-type container handling vehicle).
  • a cantilever-type container handling vehicle Such a vehicle is described in detail in e.g. NO317366, the contents of which are also incorporated herein by reference.
  • the cavity-type container handling vehicle 201 shown in Fig. 2 may have a footprint that covers an area with dimensions in the X and Y directions which is generally equal to the lateral extent of a storage column 105, e.g. as is described in WO2015/193278A1, the contents of which are incorporated herein by reference.
  • the term ‘lateral’ used herein may mean ‘horizontal’.
  • the cavity -type container handling vehicles 401 shown in Figs. 4 and 5 may have a footprint which is larger than the lateral area defined by a storage column 105 as shown in Fig. 1 and 4, e.g. as is disclosed in W02014/090684A1 or WO201 9/206488A1.
  • the rail system 108 typically comprises rails with grooves in which the wheels of the vehicles run.
  • the rails may comprise upwardly protruding elements, where the wheels of the vehicles comprise flanges to prevent derailing. These grooves and upwardly protruding elements are collectively known as tracks.
  • Each rail may comprise one track, or each rail 110,111 may comprise two parallel tracks.
  • each rail in one direction e.g. an X direction
  • each rail in the other, perpendicular direction e.g. a Y direction
  • Each rail 110,111 may also comprise two track members that are fastened together, each track member providing one of a pair of tracks provided by each rail.
  • WO2018/146304A1 illustrates a typical configuration of rail system 108 comprising rails and parallel tracks in both X and Y directions.
  • columns 105 In the frame structure 100, a majority of the columns 105 are storage columns 105, i.e. columns 105 where storage containers 106 are stored in stacks 107. However, some columns 105 may have other purposes.
  • columns 119 and 120 are such special-purpose columns used by the container handling vehicles 201,301,401 to drop off and/or pick up storage containers 106 so that they can be transported to an access station (not shown) where the storage containers 106 can be accessed from outside of the frame structure 100 or transferred out of or into the frame structure 100.
  • such a location is normally referred to as a ‘port’ and the column in which the port is located may be referred to as a ‘port column’ 119,120.
  • the transportation to the access station may be in any direction, that is horizontal, tilted and/or vertical.
  • the storage containers 106 may be placed in a random or dedicated column 105 within the frame structure 100, then picked up by any container handling vehicle and transported to a port column 119,120 for further transportation to an access station.
  • the transportation from the port to the access station may require movement along various different directions, by means such as delivery vehicles, trolleys or other transportation lines.
  • tilted means transportation of storage containers 106 having a general transportation orientation somewhere between horizontal and vertical.
  • the first port column 119 may for example be a drop-off port column where the container handling vehicles 201,301,401 can drop off storage containers 106 to be transported to an access or a transfer station
  • the second port column 120 may be a pick-up port column where the container handling vehicles 201,301,401 can pick up storage containers 106 that have been transported from an access or a transfer station.
  • the access station may typically be a picking or a stocking station where product items are removed from or positioned into the storage containers 106.
  • the storage containers 106 are normally not removed from the automated storage and retrieval system 1, but are returned into the frame structure 100 again once accessed.
  • a port can also be used for transferring storage containers to another storage facility (e.g. to another frame structure or to another automated storage and retrieval system), to a transport vehicle (e.g. a train or a lorry), or to a production facility.
  • a conveyor system comprising conveyors is normally employed to transport the storage containers between the port columns 119,120 and the access station.
  • the conveyor system may comprise a lift device with a vertical component for transporting the storage containers 106 vertically between the port column 119,120 and the access station.
  • the conveyor system may be arranged to transfer storage containers 106 between different frame structures, e.g. as is described in WO2014/075938A1, the contents of which are incorporated herein by reference.
  • a storage system may also use port columns 119,120 to transfer a storage container between the rail system 108 on top of the frame structure 100 and a container transfer vehicle arranged below a lower end of the port column.
  • Such storage systems and suitable container transfer vehicles are disclosed in WO 2019/238694 Al and WO 2019/238697 Al, the contents of which are incorporated herein by reference.
  • one of the container handling vehicles 201,301,401 is instructed to retrieve the target storage container 106 from its position and transport it to the drop-off port column 119.
  • This operation involves moving the container handling vehicle 201,301,401 to a location above the storage column 105 in which the target storage container 106 is positioned, retrieving the storage container 106 from the storage column 105 using the container handling vehicle’s 201,301,401 lifting device 116, and transporting the storage container 106 to the drop-off port column 119. If the target storage container 106 is located deep within a stack 107, i.e.
  • the operation also involves temporarily moving the above-positioned storage containers prior to lifting the target storage container 106 from the storage column 105.
  • This step which is sometimes referred to as “digging” within the art, may be performed with the same container handling vehicle that is subsequently used for transporting the target storage container to the drop-off port column 119, or with one or a plurality of other cooperating container handling vehicles.
  • the automated storage and retrieval system 1 may have container handling vehicles 201,301,401 specifically dedicated to the task of temporarily removing storage containers 106 from a storage column 105. Once the target storage container 106 has been removed from the storage column 105, the temporarily removed storage containers 106 can be repositioned into the original storage column 105. However, the removed storage containers 106 may alternatively be relocated to other storage columns 105.
  • one of the container handling vehicles 201,301,401 is instructed to pick up the storage container 106 from the pick-up port column 120 and transport it to a location above the storage column 105 where it is to be stored.
  • the container handling vehicle 201,301,401 positions the storage container 106 at the desired position. The removed storage containers 106 may then be lowered back into the storage column 105, or relocated to other storage columns 105.
  • the automated storage and retrieval system 1 For monitoring and controlling the automated storage and retrieval system 1, e.g. monitoring and controlling the location of respective storage containers 106 within the frame structure 100, the content of each storage container 106; and the movement of the container handling vehicles 201,301,401 so that a desired storage container 106 can be delivered to the desired location at the desired time without the container handling vehicles 201,301,401 colliding with each other, the automated storage and retrieval system 1 comprises a control system 500 which typically is computerized and which typically comprises a database for keeping track of the storage containers 106.
  • An objective of the invention is to provide safe access of operators or personnel on an active or “live” automated storage and retrieval system.
  • Live shall be understood that it is possible to enter and exit a transport vehicle with personnel on a part of an automated storage and retrieval system where the container handling vehicles described e.g. with reference to Figs. 1 -4 operate without shutting down the system.
  • the present invention relates to an automated storage and retrieval system comprising: a rail system comprising a first set of parallel rails extending in a first direction across the top of a frame structure formed by a plurality of upright members, and a second set of parallel rails in the horizontal plane arranged in a second direction perpendicular to the first set of parallel rails, to guide movement of container handling vehicles in the first direction and the second direction, and wherein the rail system comprises an operating area; a plurality of container handling vehicles operating on the rails in the operating area; transport vehicle movable on the rail system, the transport vehicle comprising an enclosure defining an enclosed first area for transporting a person within, the enclosure comprising a lockable barrier configured to provide access for a person into the first area; a second area, partitioned from the operating area and comprising a lockable barrier configured to provide access for a person into the second area from the first area; wherein both lockable barriers are configured to: unlock when movement of the transport vehicle is physically prevented relative to the second area; and lock when movement of
  • the transport vehicle is a vehicle of sufficient size for a person, e.g. an operator or other personnel, to enter into or onto it.
  • a person e.g. an operator or other personnel
  • the enclosure may encircle the person or it may provide all round protection, for example, through including a roof.
  • the person is protected against the container handling vehicles operating in the operating area.
  • the transport vehicle may be a transport vehicle with a primary task of transporting a person or personnel.
  • the transport vehicle may be a vehicle which normally has other primary tasks such as e.g. storage container handling tasks, picking tasks, etc. and which has a person transport or personnel transport function as a secondary task.
  • the lockable barrier of the enclosure and the lockable barrier of the second area are operable between a state where they are unlocked allowing passage therethrough and a state where they are locked preventing passage therethrough, such that the barriers prevent passage of a person except when the transport vehicle is physically prevented from movement.
  • the lockable barriers can be arranged in the sides of the transport vehicle and the second area if the second area is arranged next to the transport vehicle.
  • the lockable barriers can be arranged in a roof or ceiling of the transport vehicle and in the floor of the second area.
  • the lockable barriers can be arranged in a floor of the transport vehicle and in the roof or ceiling of the second area
  • the lockable barrier of the transport vehicle can thus only be unlocked and opened when the transport vehicle is physically prevented from movement.
  • the barriers can thus be opened only when the transport vehicle is securely connected to the second area.
  • the lockable barriers When the lockable barriers are unlocked, they are either open allowing passage of a person therethrough or they can be opened such that a person is allowed to pass therethrough.
  • the risk of an operator’s impact with a container handling vehicle when moving between the first area and the second area is eliminated or at least greatly minimized. I.e. it is preferably no cells between the first area and the second area, such that the person can move directly between the first area and the second area.
  • the transport vehicle is positioned within the operating area, the position within the operating area next to the barrier of the second area can be seen as a safe position where it is not a risk that the person is hit or collides with a container handling vehicle operating in the operating area.
  • the barrier of the transport vehicle and the barrier of the second area may be failsafe locked.
  • the transport vehicle may comprise a first set of wheels for driving in the first direction and a second set of wheels for driving in the second direction.
  • the transport vehicle may have belts for moving on top of the rail system.
  • the transport vehicle may comprise a wheel lift mechanism operable between a first position in which the first set of wheels is above the second set of wheels such that the second set of wheels is in contact with the rail system, and a second position in which the first set of wheels is below the second set of wheels such that the first set of wheels is in contact with the rail system.
  • the transport vehicle may comprise a wheel drive motor for driving the first set of wheels and/or the second set of wheels.
  • the automated storage and retrieval system may comprise a locking assembly in the form of a mechanical locking assembly, a combination of an electric and mechanical locking assembly, a magnetic locking assembly or an electro -magnetic locking assembly providing the physical prevention.
  • the locking assembly may be configured to lock a docking probe, and where: the locking assembly is arranged at or in the second area and the docking probe extends outwardly from the transport vehicle, or the locking assembly is arranged at or in the transport vehicle and the docking probe extends outwardly from the second area.
  • the locking assembly comprises: an outer member having a U-shape forming a receiving portion within the U- shape and where an outer upper end and an outer lower end of the outer member may be securely connected to an inside of a side which forms the enclosure; an inner member which is movable within the receiving portion of the outer member, wherein the inner member has a U- shape forming a receiving portion of the inner member oriented in the same direction as the outer member, and wherein the U-shape of the inner member has an upper end and lower end; and wherein the side comprises a hole which is flush with the receiving portion of the inner member to allow passage of the docking probe therethrough.
  • the inner member may be connected to the outer member by a pretension spring or springs which exert a force on the inner member in a direction towards the hole in the side.
  • the lockable barrier may comprise lock members which protrude sideways as an extension of the barrier and wherein each of the lock members comprises an opening such that each of the lock member is configured to receive the respective upper end and lower end of the inner member such that the barrier is locked when the inner member is in an extended position.
  • each of the second area and the transport vehicle comprises a docking probe and a locking assembly each.
  • the docking probe may comprise a pretensioned latching mechanism which is pivotably arranged at pivot point inside the docking probe.
  • the latching mechanism may be configured such that when an outer force from the barrier is not exerted on the latching mechanism, the latching mechanism is in an extended position where it extends sideways beyond an outer periphery of the docking probe, and when the outer force from the barrier is exerted on the latching mechanism, the pretensioned force is overcome and the latching mechanism is forced to a retracted position inside an outer periphery of the docking probe.
  • a back end of the latching mechanism can be configured to abut the side.
  • a portion of the inner member which is in contact with the pretension spring or springs may have an upper part with a first thickness and a lower part with a second thickness, where the first thickness is thicker than the second thickness, and where the docking probe may initially be in contact with the lower part.
  • the docking probe may be configured to be in contact with the upper part instead of the lower part thereby compressing the spring or springs which involves that the upper and lower end of the inner member are moved out of the locking relationship with the openings of the lock member.
  • the vertical movement can be performed by using a track shift or wheel lift mechanism of the transport vehicle to lower the transport vehicle such that all of the wheels in both the first set of wheels and the second set of wheels are in contact with the rails.
  • the barrier is now in theory unlocked. This means that the barrier is allowed to e.g. slide open. However, the final locking step which prevents movement of the transport vehicle relative the wall has not been activated.
  • a locking member may be connected to the side of the transport vehicle to a side of the locking assembly, the locking member is pretensioned by a lock spring and comprises a wedge member arranged at or below a lowermost elevation of the docking probe such that when the barrier is locked, the wedge member is arranged to the side of the docking probe and cannot influence vertical movement of the locking assembly relative the docking probe, and when the barrier is unlocked, the wedge member is arranged between the docking probe and the inner member such that it prevents relative vertical movement of the locking assembly relative the docking probe thereby preventing that the transport vehicle may move when the barrier is unlocked.
  • the barrier may comprise a push member arranged on the opposite side of the locking assembly compared to the locking member, and the push member may be configured to exert a force on the locking member to move the wedge member from between the docking probe and the inner member to the side of the docking probe.
  • the automated storage and retrieval system may further comprise a control system for communication with the container handling vehicles and the first operating entry vehicle.
  • the control system may comprise a transmitter and a receiver for communication with the container handling vehicles and the first operating entry vehicle.
  • the automated storage and retrieval system may comprise a locking assembly in the form of a combination of an electric and mechanical locking assembly, where the locking assembly comprises a first part and a second part, where the first part is lockable to the second part representing a locked state of the locking assembly and when in the locked state, the locking assembly informs the control system the control system allows unlocking of the barriers.
  • the system may comprise a barrier lock locking the barriers.
  • the barrier lock may comprise a transmitter and a receiver for communicating with a control system to lock or unlock the barrier lock.
  • the barrier lock may comprise a transmitter and a receiver for communicating with the locking assembly forming a local state recognition system, and where the barrier lock only allows unlocking of the barrier when the locking assembly confirms by communication to the barrier lock that it is in its locked state.
  • the transport vehicle may comprise an emergency stop, where the emergency stop may comprise a transmitter configured to transmit an emergency stop signal to the control system.
  • the control system may shut down the automated storage and retrieval system.
  • the emergency stop can for example be connected to the control system such that upon a signal from the emergency stop, the control system can immediately shut down the automated storage and retrieval system.
  • the emergency stop may comprise a transmitter and the control system may comprise a receiver for receiving a signal from the transmitter. The control system may then send stop signal to all vehicles or it may cut the power.
  • the second area may comprise an emergency stop with similar features and functions.
  • the transport vehicle may be configured to receive routing instructions from the control system to a position next to the second area, and when it is verified that the transport vehicle is at the position next to the service area and the lockable barrier on the transport vehicle and the lockable barrier in the second area are unlocked, passage of a person therethrough is allowed, while when the lockable barrier on the transport vehicle and the lockable barrier in the second area are locked, passage of an operator therethrough is prevented.
  • the control system may comprise a verification device for verifying that the transport vehicle is at the position next to the second area.
  • the verification device may be one or more sensors at or close to the position next to the second area and the one or more sensors may be configured to confirm that the transport vehicle is at the position.
  • the transport vehicle may comprise a support for stabilizing the transport vehicle.
  • the support may be movable between a raised position where it is lifted from the rail system and a lowered position where it is in contact with the rail system.
  • the support is preferably configured to interact with the rail system.
  • the support may interact with the rail system in order to stabilize the transport vehicle during entering and exit of a person.
  • the support may be used in addition to lowering all wheels into contact with the rail system during entering and exit of a person. It may also provide for additional support which may be required when bringing container handling vehicles, tools etc. into or out of the first area of the transport vehicle.
  • the second area may be a safe area for performing service on the container handling vehicles and where the container handling vehicles is prevented from self - movement.
  • the second area may have rails such that the container handling vehicles in need of maintenance or service can be pushed into the safe area on the rails or operate by self-movement.
  • the second area may be a temporary area within the operating area.
  • the second area can thus be a temporary “island” within the operating area.
  • the “island” may be a temporary or a permanent area.
  • the temporary or permanent area may be used for protecting personnel when doing maintenance, repair and/or installation within the operating area. I.e., while the operating area is operational, i.e. “live”, the second area is protected from the operating area.
  • the second area is for example a temporary area, it may serve as a safe area for e.g. performing maintenance or repair on:
  • the chargers can be arranged within the temporary second area or in the proximity of the second area.
  • the system may comprise a second transport vehicle, where the second transport vehicle may comprise an enclosure defining the second area for transporting a person within.
  • the second area may thus be a second transport vehicle.
  • the second transport vehicle may be identical to the transport vehicle or it may be a container handling vehicle with sufficient space for a person to enter into or onto it.
  • the present invention also relates to a method of transporting a person between a first area and a second area of an automated storage and retrieval system as defined above, wherein the method comprising the steps of:
  • the method may comprise, prior to the person entering the first area of the transport vehicle, a step of:
  • the method may comprise the steps of:
  • All of the wheels may be lowered to stabilize the vehicle and prevent the vehicle from unintentional movement when a person enters or exits the transport vehicle.
  • the method may comprise a step of:
  • the support is preferably configured to interact with the rail system.
  • the support may interact with the rail system in order to stabilize the transport vehicle during entering and exit of a person.
  • the support may be used in addition to lowering all wheels into contact with the rail system during entering and exit of a person. It may also provide for additional support which may be required when bringing container handling vehicles, tools etc. into or out of the first area of the transport vehicle.
  • the automated storage and retrieval system may comprise a plurality of upright members and each storage column is defined by four of the upright members.
  • the rail system may be arranged on top of the upright members, the rail system comprising a first set of parallel rails and a second set of parallel rails arranged perpendicular to the first set of rails.
  • the first and second set of rails providing a horizontal grid-based rail system defining a plurality of grid cells.
  • the first and second set of rails of the rail system may comprise one or two tracks.
  • both directions of rail comprise two tracks (double tracks), e.g., either as two parallel channels formed in a rail, or as a channel provided in each of a pair of rail members that have been fastened to the other to form a rail.
  • the access opening also named grid opening
  • a track-width on each side defines the “grid cell”.
  • the grid cell may extend a full rail-width on those sides.
  • the term “storage container” is intended to mean any goods holder unit having a bottom plate and side portions suitable for releasable connection to the container lift device, e.g. a bin, a tote, a tray or similar.
  • the side portions may preferably comprise gripping recesses.
  • the side portions are preferably sidewalls.
  • the height of the sidewalls may vary depending on the intended use of the automated storage and retrieval system and the goods to be stored.
  • the gripping recesses may be arranged at an upper rim of the sidewalls.
  • the outer horizontal periphery of the storage container is preferably rectangular.
  • the invention may be used in connection with storage containers and systems as described above. However, other areas where the disclosed automated storage and retrieval system and methods may be used is within vertical farming, micro - fulfilment or grocery/e-grocery.
  • Fig. 1 is a perspective view of a frame structure of a prior art automated storage and retrieval system
  • Fig. 2 is a perspective view of a prior art container handling vehicle having an internally arranged cavity for carrying storage containers therein;
  • Fig. 3 is a perspective view of a prior art container handling vehicle having a cantilever for carrying storage containers underneath;
  • FIG. 4 is a perspective view, seen from below, of a prior art container handling vehicle having an internally arranged cavity for carrying storage containers therein;
  • Fig. 5 is a perspective view of the container handling vehicle in Fig. 4 without side and top panels;
  • Fig. 6 shows details of a first exemplary transport vehicle for the automated storage and retrieval system
  • Fig. 7A shows a perspective view of an automated storage and retrieval system comprising a rail system with an operating area, a second area in the form of a safe area partitioned from the operating area, and a transport vehicle which moves on the rail system, the transport vehicle comprising an enclosure defining an enclosed first area for transporting a person within, the enclosure comprising a lockable barrier configured to provide access for a person into the first area;
  • Fig. 7B is a similar view as in Fig. 7A, but in Fig. 7B the transport vehicle has moved to a position next to the second area such that one of the lockable barriers of the transport vehicle is positioned in front of a lockable barrier of the second area, however the transport vehicle is allowed to move relative the second area since the barriers are locked;
  • Fig. 7C is a similar view of Fig. 7B, but in Fig. 7C the lockable barrier of the transport vehicle and the lockable barrier of the second area are unlocked because movement of the transport vehicle relative to the second area is physically prevented;
  • Fig. 8A shows a perspective view of an automated storage and retrieval system comprising a rail system with an operating area, two transport vehicles within the operating area and where the vehicles are arranged at a distance from each other, wherein the first transport vehicle comprises an enclosure defining an enclosed first area for transporting a person within, the enclosure comprising a lockable barrier configured to provide access for a person into the first area, and the second the transport vehicle comprises an enclosure defining an enclosed second area for transporting a person within, the enclosure comprising a lockable barrier configured to provide access for a person into the second area;
  • Fig. 8B is a similar view as in Fig. 8A where the transport vehicles are positioned next to each other and the barriers are in theory unlocked such that the doors can be open, however the transport vehicles are not locked to each other since none of the doors has been opened;
  • Fig. 8C is a similar view as in Fig. 8B with the transport vehicles positioned next to each other and the barriers are unlocked, but since the doors have been opened the transport vehicles are locked to each other and aa person can pass between the vehicles;
  • Figs. 9A-9E show different steps of a locking sequence of a first example of a mechanical locking assembly for physically preventing that the transport vehicle move relative the second area;
  • Figs. 10A-10F show different steps of a locking sequence of a second example of a mechanical locking assembly for physically preventing that the transport vehicle move relative the second area;
  • Fig. 11A is a side view of a second example of a transport vehicle with a locking assembly in the form of a combination of an electric and mechanical locking assembly;
  • Figs. 11B-11C are a side perspective views of an automated storage and retrieval system comprising a combination of an electric and mechanical locking assembly, wherein the automated storage and retrieval system comprising: a rail system which comprises an operating area, a container handling vehicle operates on rails in the operating area, a transport vehicle operates on the rail system and comprises an enclosure defining an enclosed first area for transporting a person within, the enclosure comprising a lockable barrier configured to provide access for a person into the first area, and a second area in the form of a safe area partitioned from the operating area and comprising a lockable barrier configured to provide access for a person into the second area from the first area;
  • a rail system which comprises an operating area
  • a container handling vehicle operates on rails in the operating area
  • a transport vehicle operates on the rail system and comprises an enclosure defining an enclosed first area for transporting a person within, the enclosure comprising a lockable barrier configured to provide access for a person into the first area, and a second area in the form of a safe
  • Figs. 11D-11G are detailed views of a locking sequence of the locking assembly for the automated storage and retrieval system in Figs. 11A and 11B and the transport vehicle in Fig. 11C, the locking assembly being in the form of a combination of an electric and mechanical locking assembly for physically preventing that the transport vehicle move relative the second area, where Figs. 1 ID and HE are different views of the locking assembly being in an unlocked state and Figs. 11F and 11G are different views of the locking assembly being in a locked state.
  • a frame structure 100 of the automated storage and retrieval system 1 may be constructed in a similar manner to the prior art frame structure 100 described above in connection with Fig. 1. That is, the frame structure 100 may comprise a number of upright members 102, and comprise a rail system 108 extending in the first direction (X direction) and the second direction (Y direction). I.e. the rail system 108 may be arranged on top of the upright members 102, the rail system 108 comprising a first set of parallel rails 110 and a second set of parallel rails 111 arranged perpendicular to the first set of rails 110.
  • the first and second set of rails 110,111 providing a horizontal grid -based rail system 108 defining a plurality of grid cells 130.
  • the first and second set of rails 110,111 of the rail system 108 may comprise one or two tracks.
  • both directions of rail comprise two tracks (double tracks), e.g., either as two parallel channels formed in a rail, or as a channel provided in each of a pair of rail members that have been fastened to the other to form a rail.
  • the access opening also named grid opening
  • a track-width on each side defines the “grid cell” 130.
  • the grid cell 130 may extend a full rail- width on those sides.
  • the frame structure 100 may comprise storage compartments in the form of storage columns 105 provided between the members 102 wherein storage containers 106 may be stackable in stacks 107 within the storage columns 105.
  • the frame structure 100 can be of any size. In particular, it is understood that the frame structure can be considerably wider and/or longer and/or deeper than disclosed in Fig. 1.
  • the frame structure 100 may have a horizontal extent of more than 700x700 columns and a storage depth of more than twelve containers.
  • the prior art container handling vehicles comprising a cavity for accommodating a storage container (cavity-type container handling vehicles), see Figs. 2, 4 and 5, have certain advantageous features.
  • the guidance/support provided to a storage container when accommodated in the cavity entails that the cavity-type container handling vehicles may have increased acceleration/deceleration relative to the cantilever-type container handling vehicle 301 shown in Fig. 3.
  • the potential increase in acceleration/deceleration is not fully realized due to instability of the cavity-type container handling vehicles.
  • the instability is caused by the cavity-type container handling vehicles 201,401 having most of the drive, power, control and lifting components arranged above the cavity, providing a high centre of gravity.
  • Fig. 6 shows details of an exemplary transport vehicle 501’ for the automated storage and retrieval system 1.
  • the transport vehicle 501 ’ vehicle comprises an enclosure E defining an enclosed first area 510 for transporting a person 50 within.
  • the enclosure E is formed by four sides, i.e. first side SI, second sideS2, third side S3 and fourth side S4.
  • first side SI first side SI
  • second sideS2 third side S3
  • fourth side S4 fourth side S4.
  • one lockable barrier 520’ configured to provide access for a person into the first area 510 on each of the four sides S1,S2,S3,S4 such that the transport vehicle 501’ can connect to a second area 30 arranged on any of the four sides S1,S2,S3,S4.
  • the transport vehicle 501 ’ features a vehicle body 501a’.
  • a first set of wheels 501b for driving in the first direction X and a second set of wheels 501c for driving in the second direction Y are arranged on the vehicle body 501a’.
  • the shown transport vehicle 501 ‘ features a docking probe 502 on each side S1,S2,S3,S4 (only three of the docking probes 502 shown in Fig. 6) for interaction with a locking assembly 33 positioned in proximity of each barrier 31,31 ’,31 ” along the wall 32 (see e.g. Fig. 7A).
  • a docking probe 502 on each side S1,S2,S3,S4 only three of the docking probes 502 shown in Fig. 6
  • a locking assembly 33 positioned in proximity of each barrier 31,31 ’,31 ” along the wall 32 (see e.g. Fig. 7A).
  • Different examples of the interaction between the docking probe 502 and the locking assembly 33 will be illustrated and explained below with reference to Figs. 9A-9E and Figs. 10A-10F.
  • a docking probe 502 may be arranged on the wall 32 and the transport vehicle 501’ may in addition comprise a locking assembly (not shown).
  • the transport vehicle 501 ’ preferably comprises a wheel lift mechanism operable between a first position in which the first set of wheels 501b is above the second set of wheels 501c such that the second set of wheels 501c is in contact with the rail system 108, and a second position in which the first set of wheels 501b is below the second set of wheels 501c such that the first set of wheels 501b is in contact with the rail system 108.
  • the transport vehicle 501’ preferably comprises a wheel drive motor for driving the first set of wheels 501b and/or the second set of wheels 501c for moving the transport vehicle 501’ on the rail system.
  • the transport vehicle 501 ’ is preferably in communication with the control system 500 such that the control system 500 gives instructions to the transport vehicle 501’ where to move within the operating area 20 of the rail system 108 without the risk of collision with the container handling vehicles 201,301,501.
  • the transport vehicle 501 may further comprise an emergency stop 40.
  • the emergency stop 40 may comprise a transmitter configured to transmit an emergency stop signal to the control system 500.
  • the emergency stop may comprise a transmitter and the control system 500 may comprise a receiver for receiving a signal from the transmitter.
  • the control system may then send stop signal to all container handling vehicles and transport vehicles or it may cut the power.
  • the transport vehicle 501 ’ may comprise one or more supports 509 for stabilizing the transport vehicle 501’.
  • the support 509 is movable between a raised position where it is lifted from the rail system 108 and a lowered position where it is in contact with the rail system 108.
  • the support 509 is preferably configured to interact with the rail system 108.
  • the support 509 may interact with the rail system 108 in order to stabilize the transport vehicle during entering and exit of a person.
  • the support 509 may be used in addition to lowering all wheels into contact with the rail system 108 during entering and exit of a person 50. It may also provide for additional support which may be required when bringing container handling vehicles 201,301,401, tools etc. into or out of the first area 510 of the transport vehicle 501 ’.
  • Fig. 7A shows a perspective view of an automated storage and retrieval system 1 comprising a rail system 108 with an operating area 20, a second area 30 in the form of a safe area partitioned from the operating area 20, and a transport vehicle 501 ’ which moves on the rail system 108.
  • the disclosed transport vehicle 501’ in Fig. 7 A has a footprint on the rail system 108 which covers a total of 12 grid cells 130 (4 grid cells in the first direction X and 3 cells in the second direction Y).
  • the control system 500 will then typically take into account the total size of the footprint of the transport vehicle 501’ when providing routing instructions both to the transport vehicle 501 ’ and to all of the container handling vehicles 201,301,401 within the operating area 20.
  • the operating area 20 it is disclosed two container handling vehicles 201,301 and one transport vehicle 501’. Although only two container handling vehicles 201,301 and one transport vehicle 501 ’ are shown, it is clear that multiple container handling vehicles 201,301,401 may be within the operating area 20. There may also be more than one transport vehicle 501’ within the operating area 20.
  • the rail system 108 extends into the second area 30 such that the container handling vehicles 201, 301 can move between the operating area 20 and the second area 30 by moving on the rail system 108.
  • the second area 30 is partitioned or separated from the operating area 20 by a physical wall 32 or fence which physically prevents that the container handling vehicles 201,301 and the transport vehicle 501 ’ can enter the second area 30 unintentionally.
  • a number of barriers 31,31 ’,31 ” are arranged at strategic positions along the wall 32 for providing access points for the container handling vehicles 201,301 between the operating area 20 and the second area 30.
  • the second area 30 in Figs 7A-7C is a safe area where persons or operators 50 can perform maintenance or repair on the container handling vehicles 201,301. In order to ensure that the second area 30 is a safe area, the container handling vehicles 201,301 are normally shut down when in the second area 30 to avoid harm or injury to the operators.
  • the second area 30 is disclosed with a floor 51 for the operators 50 to walk freely.
  • the rail system 108 in the second area 30 is preferably shallow, i.e.
  • the rails 110,111 are either positioned directly on the floor 51 or they are arranged in a relatively low height (typically less than 50 cm) above the floor 51 to ease movement for the operator 50 on the rails 110,111 or between the grid cells 130 formed by the rails 110,111.
  • the barriers 31,31 ’,31 ” are in the form of lockable sliding doors which in Fig. 7A all of the barriers 31,31 ’,31 ” are locked.
  • the second area 30 may comprise an emergency stop 40 with similar features and functions as the emergency stop 40 of the transport vehicle 501 ’ .
  • a person 50 is transported by the transport vehicle 501 ’.
  • the person is physically protected from the container handling vehicles 201,301,401 operating in the operating area 20.
  • the person 50 enters and exits the first area 510 through any of the lockable barriers 520’ when the lockable barriers 520’ are unlocked allowing passage therethrough.
  • Fig. 7B is a similar view as in Fig. 7 A, but in Fig. 7B the transport vehicle 501 ’ has moved to a position next to the second area 30 such that one of the lockable barriers 520’ of the transport vehicle 501’ is positioned in front of a lockable barrier 31 of the second area 30. However, the transport vehicle 501 ’ is allowed to move relative the second area 30 since the barriers 520’, 31 are locked.
  • the transport vehicle 501’ is preferably configured to receive routing instructions from the control system 500.
  • routing instructions may be to the position next to the barrier 31 of the second area 30 as illustrated in Figure 7B (and Figure 7C).
  • Fig. 7C is a similar view of Fig. 7B, but in Fig. 7C the lockable barrier 520’ of the transport vehicle 501’ and the lockable barrier 31 of the second area 30 are unlocked because movement of the transport vehicle 501’ relative to the second area 30 is physically prevented.
  • Fig. 8A shows a perspective view of an automated storage and retrieval system 1 comprising a rail system 108 with an operating area 20, two transport vehicles 501’, 501” within the operating area 20.
  • Both of the transport vehicles 501’, 501 ” are identical to the transport vehicle 501 ’ shown in detail on Fig. 6, thus some of the details have been omitted on purpose to better illustrate the cooperation of the transport vehicles 501 ’,501 ” .
  • the second area 510’ in this example is thus in a second transport vehicle 501 ”. In some situations, it may be required to transfer a person from the transport vehicle 501’ to the second transport vehicle 501”. Such situations may e.g.
  • the second transport vehicle 501 may be identical to the transport vehicle 501 ’ or it may be a container handling vehicle with sufficient space for a person to enter into or onto it.
  • Fig. 8A the transport vehicles 501 ’, 501 ” are arranged at a distance from each other and there is arranged one person 50 in each of the transport vehicles 501’,501”. All of the four lockable barriers 520’ of the transport vehicle 501 ’ are locked. Similarly, all of the four lockable barriers 520” of the second transport vehicle 501 ” are locked.
  • Fig. 8C is a similar view as in Fig. 8B with the transport vehicles 501’, 501’ positioned next to each other and the barriers 520’, 520” are unlocked, but since the doors 520’, 520” have been opened the transport vehicles 501’, 501 ” are locked to each other.
  • the sliding doors in each of the enclosures of the first and second areas 510,510’ are open making it possible for a person 50 to pass from one vehicle 501’, 501” to the other vehicle 501 ”, 501 ’. It can be clearly seen that the person 50 in the second transport vehicle 501 ” is visible through the unlocked barriers 520’, 520”.
  • each of transport vehicles 501’, 501” comprises both a docking probe 502 and a locking assembly 33.
  • the wheels in the first and second set of wheels 501b, 501c may be lowered to the same level such that all of the wheels of the transport vehicle 501 ’ are in contact with the underlying rails 110,111 of the rail system 108.
  • the transport vehicle 501’ may comprise a support 509 as described in relation to Fig. 6 above.
  • Figs. 9A-9E show different steps of a locking sequence of a first example of a mechanical locking assembly 33 for physically preventing that the transport vehicle 501’ move relative the second area 30,510’.
  • the mechanical locking assembly 33 is the same regardless of whether the second area 30 is a safe area 30 where persons or operators 50 can perform maintenance or repair on the container handling vehicles 201,301,401 as exemplified in Figs. 7A-7C or if the second area 510’ is in a second transport vehicle 501” as exemplified in Figs. 8A-8C.
  • the second area 30 is a safe area.
  • the features of the transport vehicle 501’ is the same as the transport vehicle 501’ of Fig. 6.
  • Fig. 9A is a perspective view of a transport vehicle 501’ within an operating area 20 approaching a wall 32 with a barrier 31 of the second area 30.
  • a person 50 is positioned within the first area 510 of the transport vehicle 501 ’.
  • the lockable barriers 520’ of the transport vehicle 501’ are in the form of sliding doors, where each door comprises a handle 503 to ease opening and closing of the doors.
  • the transport vehicle 501 ’ is shown with a docking probe 502 on an outer surface of the third side S3 facing the barrier 31 of the second area 30.
  • the docking probe 502 is oriented outwardly towards the second area 30 and at the same height as a locking assembly 33 on the wall 32 next to the lockable barrier 31 of the second area 30.
  • a docking probe 502 is arranged on the wall 32 next to the barrier 31 and the transport vehicle 501 ’ has a locking assembly 33 at the same height as the docking probe 502.
  • the docking probe 502 is shaped to cooperate with the locking assembly 33 to provide a safe interconnection therebetween with minimum risk of unintentional disengagement of the transport vehicle 501 ’ when it is locked to the second are by the lockable barriers 31,520’.
  • Fig. 9B is an enlarged view of section A in Fig. 9A showing details of the locking assembly 33 when the lockable barrier 520’ is locked preventing movement of the transport vehicle 501’.
  • the locking assembly 33 comprising an outer member 34 having a U-shape forming a receiving portion 37 of the outer member 34.
  • the two ends (indicated as outer upper end 34’ and outer lower end 34”) are securely connected to the inside of the third side S3 of the enclosure E of the transport vehicle 501 ’.
  • the locking assembly 33 further comprising an inner member 35 movable within the receiving portion 37 of the outer member 34.
  • the inner member 35 having a U-shape forming a receiving portion 38 of the inner member 35 oriented in the same direction as the outer member 34.
  • Fig. 9D the transport vehicle 501 ’ has moved somewhat even closer to the lockable barrier 31 in the wall 32. This can be seen when comparing the extension of the docking probe 502 in the receiving portion 38 of the inner member 35. In addition, the docking probe 502 pushes towards an inner part of inner member 35 against the pretension force of the springs 36. As seen in Fig. 9D, the springs 36 have been compressed, which involves that the ends 35’, 35” of the inner member 35 are moved out of the locking relationship with the openings 541’, 541” of the lock member 540’, 540”.
  • the pretensioned force is overcome and the latching mechanism 504 is forced to a retracted position inside an outer periphery of the docking probe 502 (when seen from above).
  • the difference between the extended position of the latching mechanism 504 and the retracted position of the latching mechanism 504 is illustrated by comparing the relative positions of the latching mechanism 504 in Fig. 9D (retracted) and Fig. 9E (extended).
  • the barrier 520’ is now in theory unlocked. This means that the barrier 520’ is allowed to slide open (to the right in the Figure). However, the final locking step which prevents movement of the transport vehicle 501’ relative the wall 32 by using the latching mechanism 504 is not activated because the end face 521 of the barrier 520’ forces the latching mechanism 504 to the retracted position.
  • the barrier 520’ has been moved to the right and, since the end face of the barrier 520’ is no longer in contact with the latching mechanism 504 forcing it to the retracted position, the pretension of the latching mechanism 504 is released forcing the latching mechanism 504 outwardly.
  • the sketched area 507 of the latching mechanism 504 illustrates the area which is in contact with the end face 521 of the barrier 520’.
  • a back end 506 of the latching mechanism 504 is abutting the inside of the third side S3.
  • Figs. 9A-9E When the barrier 520’ shall be moved back from unlocked where movement of the transport vehicle 501’ is prevented (Fig. 9E) and to locked where movement of the transport vehicle 501’ is allowed relative to the second area 30;510’ , the described sequence in Figs. 9A-9E is performed in reverse order. The sequence may then involve, in simplified steps:
  • Fig. 10A is a perspective view of a transport vehicle 501 ’ within an operating area 20 approaching a wall 32 with the barrier 31 of the second area 30.
  • a person 50 is positioned within the first area 510 of the transport vehicle 501 ’.
  • the lockable barriers 520’ of the vehicle 501’ are in the form of sliding doors, where each door comprises a handle 503 to ease opening and closing of the barriers 520’ (doors).
  • the transport vehicle 501 ’ is shown with a docking probe 502 on an outer surface of the third side S3 facing the barrier 31 of the second area 30.
  • the docking probe 502 is oriented outwardly towards the second area 30 and at the same height as a locking assembly 33 on the wall 32 next to the lockable barrier 31 of the second area 30.
  • Fig. 10B is an enlarged view of section B in Fig. 10A showing details of the locking assembly 33 when the lockable barrier 520’ is locked preventing movement of the transport vehicle 501’.
  • the locking assembly 33 comprising an outer member 34 having a U-shape forming a receiving portion 37 of the outer member 34.
  • the two ends (indicated as outer upper end 34’ and outer lower end 34”) are securely connected to the inside of the third side S3 of the enclosure E of the transport vehicle 501 ’.
  • the locking assembly 33 further comprising an inner member 35 movable within the receiving portion 37 of the outer member 34.
  • the inner member 35 having a U-shape forming a receiving portion 38 of the inner member 35 oriented in the same direction as the outer member 34.
  • the U-shape of the inner member 35 has an upper end 35’ and lower end 35”.
  • the inner member 35 is connected to the outer member 34 by pretension springs 36 which exert a force on the inner member in a direction towards the third side S3.
  • the portion of the inner member 35 which is in contact with the springs 36 has an upper part 35’” with a first thickness T1 and a lower part 35”” with a second thickness T2.
  • the first thickness T1 is thicker than the second thickness T2 (T1>T2).
  • the third side S3 has a hole 530 of sufficient size to allow passage of the docking probe 502 which is arranged on the wall 32.
  • the hole 530 is flush with the receiving portion 38 of the inner member 35.
  • the transport vehicle 501’ has moved close to the lockable barrier 31 in the wall 32. This can be seen when comparing the extension of the docking probe 502 in the receiving portion 38 of the inner member 35.
  • the docking probe 502 is in contact with the lower part 35”” of the inner member 35.
  • a push member 508 at the end portion of the barrier 520’ closest to the locking assembly 33.
  • the push member 508 follows the movement of the barrier 520’.
  • the push member 508 is configured to exert a force on a locking member 511.
  • the locking member 511 is connected to the third side S3 of the transport vehicle 501’ on the opposite side of the locking assembly 33 compared to the push member 508.
  • the locking member 511 can be pretensioned by for example a lock spring 512. As illustrated, the locking member 511 and the push member 508 can come into contact above the docking probe 502.
  • the relationship between the push member 508 and the locking member 511 is such that when the barrier 520’ is closed, i.e. the position shown in Fig. 10D, the push member 508 overcomes the force of the lock spring 512 and locking member 511 is to the left of the docking probe 502 in Fig. 10E. And, when all wheels of the transport vehicle 501’ are in contact with the rails 110,111 the barrier 520’ is unlocked and the push member 508 can be moved to the right (see Fig. 10E) together with the barrier 520’ and out of contact with the locking member 511. The force from the lock spring 512 will then push the locking member 511 towards the docking probe 502 and the wedge member 513 will move into the space below the docking probe 502 and above the inner member 35.
  • Fig. 11A is a side view of a second example of a transport vehicle 501’ with a locking assembly in the form of a combination of an electric and mechanical locking assembly 60.
  • the transport vehicle 501 ’ in Fig. 1 1A has many features in common with the exemplary transport vehicle in Fig. 6, which common features will not be repeated herein.
  • a combination of an electric and mechanical locking assembly 60 is used instead of the mechanical locking assembly 33 and docking probe 502 in the example on Fig. 6, a combination of an electric and mechanical locking assembly 60 is used.
  • the locking assemblies 60 are arranged on the vehicle base 501a of the transport vehicle 501’. Details of the combination of an electric and mechanical locking assembly 60 are described with reference to Figs. 11D-G.
  • the locking assemblies 60 in Fig. 11 A are in an unlocked state and are preferably configured to, when in the unlocked state, inside or flush with an outer periphery of the vehicle base 501a of the transport vehicle 501’.
  • the enclosure E comprising a lockable barrier 520’ configured to provide access for a person 50 into the first area 50, and a second 30 area in the form of a safe area partitioned from the operating area 20 and comprising a lockable barrier 31 configured to provide access for a person 50 into the second area 30 from the first area 510.
  • both of the lockable barriers 520’, 31 are locked preventing access for the person 50 therethrough through a barrier lock 70 locking the barriers 520’,31.
  • the barrier lock 70 (such as a magnetic lock or any other suitable lock providing the same function) may communicate with the control system 500 with communication means such as a transmitter and a receiver to receive instructions whether to lock or unlock the barrier lock 70.
  • the control system will instruct the barrier lock 70 to open such that safe access through the barriers 520’, 31 are ensured.
  • the barrier lock 70 will keep the barriers 520’, 31 locked.
  • the transport vehicle 501 ’ may comprise a local state recognition system where the locking assembly 60 communicates directly with the barrier lock 70 and where the barrier lock 70 only allows unlocking of the barrier 520’, 31,510’ when the locking assembly 60 confirms it locked state (where the transport vehicle 501’) is physically prevented from movement relative the second area 30.
  • Figs. 11D-11G are detailed views of a locking sequence of the locking assembly 60 for the automated storage and retrieval system 1 in Figs. 11A and 11B and the transport vehicle 501’ in Fig. 11C.
  • the locking assembly 60 being in the form of a combination of an electric and mechanical locking assembly 60 for physically preventing that the transport vehicle 501’ move relative the second area 30, where Figs. 1 ID and 1 IE are different views of the locking assembly 60 being in an unlocked state and Figs. 11F and 11G are different views of the locking assembly 60 being in a locked state.
  • the locking assembly 60 comprises a first part 60’ and a second part 60”.
  • the first part 60’ can be mounted on the second area and the second part 60” can be mounted on the transport vehicle 501’.
  • the first part 60’ comprises a recess or opening 62.
  • the second part 60” comprises a pivotable locking arm 63.
  • the pivotable locking arm 63 has the pivot connection in a first end 63’ thereof and comprises a protrusion in a second end 63” thereof.
  • the protrusion is complementary shaped relative the recess or opening 62 of the first part 60’ such that when the pivotable locking arm 63 pivots from the unlocked state in Figs.
  • the first part 60’ can comprise a sensor 61 for detecting proximity of the transport vehicle 501 ’.
  • the first part 60’ can be mounted on the transport vehicle 501’ and the second part 60” can be mounted on the second area 30.
  • the locking assembly 60 may form part of a local state recognition system where the locking assembly 60 communicates directly with e.g. a barrier lock 70 where the barrier lock 70 only allows unlocking of the barrier 520’, 31,510’ when the locking assembly 60 confirms it locked state (where the transport vehicle 501’) is physically prevented from movement relative the second area 30.
  • a second area in the form of a safe area 30 in Figs. 11A-11C, it is clear that the second area can also be a second are 510’ in a second transport vehicle 501” as disclosed e.g. in Figs. 8A-8C.
  • a verification device for verifying that the transport vehicle 501’ is at the position next to the second area, may be used.
  • the verification device may be one or more sensors at or close to the position next to the second area and the one or more sensors may be configured to confirm that the transport vehicle 501’ is at the position.
  • the method may further comprise a step of, prior to the person 50 entering the first area 510 of the transport vehicle 501 ’, a step of:
  • the method may comprise the steps of:

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Abstract

La présente invention concerne un système automatisé d'entreposage et de récupération (1) comprenant : - un système de rail (108) comprenant un premier ensemble de rails parallèles (110) s'étendant dans une première direction (X) à travers la partie supérieure d'une structure de cadre (100) formée par une pluralité d'éléments verticaux (102), et un second ensemble de rails parallèles (111) dans le plan horizontal agencé dans une seconde direction (Y) perpendiculaire au premier ensemble de rails parallèles (110), pour guider le mouvement de véhicules de manipulation de conteneurs (201 ; 301 ; 401) dans la première direction (X) et la seconde direction (Y), et le système de rail (108) comprenant une zone de fonctionnement (20) ; - une pluralité de véhicules de manipulation de conteneurs (201 ; 301 ; 401) fonctionnant sur les rails (110, 111) dans la zone de fonctionnement (20) ; - un véhicule de transport (501') mobile sur le système de rail (108), le véhicule de transport (501') comprenant une enceinte (E) délimitant une première zone enfermée (510) pour transporter une personne à l'intérieur, l'enceinte (E) comprenant une barrière verrouillable (520') conçue pour donner accès à une personne dans la première zone (510) ; - une seconde zone (30 ; 510'), séparée de la zone de fonctionnement (20) et comprenant une barrière verrouillable (31 ; 520'') conçue pour donner accès à une personne dans la seconde zone (30 ; 510') à partir de la première zone (510) ; les deux barrières verrouillables (520', 31 ; 520'') étant conçues pour : - se déverrouiller lorsque le mouvement du véhicule de transport (501') est physiquement empêché par rapport à la seconde zone (30 ; 510') ; et - se verrouiller lorsque le mouvement du véhicule de transport (501') est permis par rapport à la seconde zone (30 ; 510'). La présente invention concerne en outre un procédé de transport d'une personne entre une première zone (510) et une seconde zone (30 ; 510') d'un système automatisé d'entreposage et de récupération (1).
PCT/EP2023/084618 2022-12-16 2023-12-06 Système automatisé d'entreposage et de récupération comprenant des barrières verrouillables pour le transfert sûr de personnes dans un véhicule de transport sur une grille sous tension, et procédé associé Ceased WO2024126232A1 (fr)

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EP23818499.8A EP4634085A1 (fr) 2022-12-16 2023-12-06 Système automatisé d'entreposage et de récupération comprenant des barrières verrouillables pour le transfert sûr de personnes dans un véhicule de transport sur une grille sous tension, et procédé associé
CN202380086268.9A CN120359181A (zh) 2022-12-16 2023-12-06 包括可锁定屏障以将人员安全转移到处于工作中的网格上的运输车辆中的自动储存和取出系统及相关方法

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NO20221348 2022-12-16
NO20221348A NO20221348A1 (en) 2022-12-16 2022-12-16 An automated storage and retrieval system comprising lockable barriers for safe transfer of persons into a transport vehicle on a live grid, and associated method

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WO2024126232A1 true WO2024126232A1 (fr) 2024-06-20

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EP (1) EP4634085A1 (fr)
CN (1) CN120359181A (fr)
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WO (1) WO2024126232A1 (fr)

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CN120359181A (zh) 2025-07-22
EP4634085A1 (fr) 2025-10-22

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